Internal-combustion engine.



L. B. HARRIS.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OCT. 16. 1912.

Patented Dec. 29, 1914;

10 SHEETS-SHEET 1.

i 8 nuewtoz Zeozzard f1 flaw/Z3 L. B. HARRIS.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OCT. 16. 1912.

Patented Dec. 29, 1914.

10 SHEETS-SHEET 2.

L. B. HARRIS. a

INTERNAL COMBUSTION ENGINE.

PPLIGATION FILED OCT. 16. 1912. 1,122,592.

Patented Dec. 29, 1914.

1O SHEETS-SHEBT 3.

9 E I E E nue n-to'a .[mmrdflf ariw wflmaoog m t 5 21. M

L. B. HARRIS.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED 0GT.1B.1912.

Patented Dec. 29, 19M

L.. B. HARRIS. INTERNAL COMBUSTION ENGINE. APPLICATION FILED 001?. 16.1912.

Patented Dec. 29, 1914. v

10 SHEETS-SHEET 54 S r 30 v 7 2 U V snu /W106 jw/mrdfl i aiv'llr QWS L.B, HARRIS.

INTERNAL COMBUSTION ENGINE.

APPLIGATION FILED OCT. 16 1912 1,122,592, Patented Bea 29-, 1914 '10SHEETSSHBET 6.

l a zxmmmo Lama/ d ,Bflarnw ig WW L. B. HARRIS.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OGT.16. 1912.

1,122,592. Patented De0.29,1914.

l0 SHEETS-SHEET 8.

Suva/mica aitozmee L. BJHARRIS.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED OCT.16 1912.

Patented Dec. 29, 1914.

10 SHEETSSHBET 9.

'L. B. HARRIS. INTERNAL OOMBUSTIOLI ENGINE.

- APPLICATION FILED OCT. 16 1912. v I 1,1 22,592. I PatentedDec.2,9,1914.

LEONARD B. HARRIS, or wernn'rowiv, NEW YORK.

INTERNAL-COMBUSTION nivexnn.

Specification of Letters Patent.

Patented Dec. 29, 1914..

Application filed October 1e, 1912. Serial m. 726,045.

To all whom it may conceive:

Be it known that I, LEONARD B. Harris, a

subject of the King of Great Britain, residing at WVatertovvn, in thecounty of Jeli'erson and State of New York, have invented new and usefulImprovements in Internal- Combustion Engines, ofwhich the follow ingisav specification.

My present invention relates to internal combustion engines and moreparticularly to that type more commonly known as the Diesel engine,wherein air is highly compressed in the power cylinder or cylinders,which compression brings it to a high heat and then injecting orspraying a charge of fuel oil into the compressed: and heated gases toignite the same'and cause combustion thereof which serves to drive thepistons outward in their cylinders, and the invention has for itsObjects to greatly simplify and improve engines of this type byintroducing therein certain novel features of construction and operationcalculated to materially increase the efiiciency of the en- 5 gine andplace the same under the absolute control of the operator.-

One object of the invention is to provide for'the utilization of thescavenging cylinders and their. associated istons, as air m0- tors to beemployed in initially starting the engine under air pressurederivedfroIn a suitable sourceof supply, whereby the said cylinders and pistonswill perform the dual functions of initially starting the engine andsubsequently furnish scavenging air to the working cylinders;

Another object of the invention is to pro vide a novel constructionandarrangement of pumping means for feeding the fuel 'oil to the workingcylinder or cylinders of the engine, said pumping means being readilyadjustable 'atthe will of the operator to feed the fuel in properlyregulated quantities and said pumping means being also under automaticcontrol of the engine governor.

Another object of the invention is to provide a simple constructionandarrangement of manually operable controller and associated devicescommon to both the'air sta'rt'- ing motor and the fuel feeding means,

whereby the engine shaft may be driven' either ahead or astern at theWill of the pcrutor, and hereby, in initially starting the engine bymeans ofthe air motor or motors, no fuel oil will be introduced into theworking cylinder or cylinders.

sen another object of the invention is to provide a hand-operatedpumping arrangement associated withthe fuel pumping means, but which isoperable independently of the manual control lever, whereby the operatormay manipulate the fuel pumps at will to feed fuel'oil to the workingcylinder or cylinders. v t f The invention has for a further objectnovel means associated with the fuel atoniizer of each engine cylinderfor controllingthe operation of the atomizer to cause the engine shaftto run in e ther direction, said means being operatively connected withthe manual control lever of the-engine.

The invention has for its objects certain other more or lessimportant'features all of which will be set forth in detail in theaccompanying specification.

' In order to enable others skilled in the art to understand,make anduse my said in-' vention I will now proceed to describe the same indetail, reference being made for this purpose to the accompanyingdrawing section through one of the cylinders and its,

piston. Fig. 3 is'an enlarged vertical section through the upper part ofone of the cylinders, the valve mechanism being shown in section, saidsection being taken at right angles to Fig. 2. .Fig. l is a sideelevation of a portion of the engine, the valve mechanism being shown invertical section. Fig. 5 is an enlarged vertical section of the valvemechanism for controlling the scavenging air. Fig. 6 is a side elevationpartly in section on an enlarged scale ofthe manual control levershowing certain of the operative connections with other parts of theengine.

Fig. 7 is a transverse vertical sectional view of the same parts takenon line 66 of Fig, 6. Fig. 8 is a front elevation of. the fuelfeed pumpsand operating mechanism there: for. ,Fig. 9 is a detail longitudinalsection of the control lever shaft showing'the lostmotion connectionwith its levers. Fig.10 isa section on the line 9-9 of Fig. 9. Fig. 11is a detail perspective view of the bushing carried by the control levershaft. Fig. 12 is a detail sectional View of one of the fuel-feed pumps.Fig. 13 is a side elevation of the same. Fig.14 is a front elevation of"the oil feed atomizer valve controlling and operating mechanism. 15 isa side elevation of the same. Fig. 16 is-a front elevation of a slightlymodified construction of fuel feed pump controllin means.

In theaccompanying drawings and the following description I have electedto illustrate and describe the invention as embodied in a two-cylinderengine of the reversible type, but obviously by improvements maybe'embodied in an engine of'the straight away or non-reversing typehaving more or less cylinders without departing from .the

' spirit of theinvention, the present showing being-merely by wayofillustration.

Referring to the accompanying drawings wherein like reference numeralsindicate the same parts throughout the several views, the numeral 1designates thebasemember or casting of the engine, which as aboveindicated may be suitably designed for any number of cylinders dependingJHPOH the horse-power required to be developed, and

upon this base-member the engine cylinder,

or cylinders '2 are mounted, two such cylinders beingshown in thepresent instance. Inasmuch as the 'cylinders,valve mechanism, fuelfeeding pumps and other necessary parts for the several cylinders areiden-- tical in construction, a description ofone set of thesemechanisms will suffice for all.

'As more clearly illustrated'in Figs. 2 and 3, the engine cylindersareof stepped form, thatis to say, each cylinder has alined bores ofdifferent diameter, the smaller bore 3 being the power or workingcylinder of the engineand the larger bore 4 being the scavengingcylinder and compressed air motor starting cylinder'combined. \Vithinthese two cylinders is fitted a stepped piston hav.-

ing heads 5 and 6 corresponding in diam-- -eter to'the bores 3 and 4,respectively, the

head 5, being-the working orpower piston and the head 6, beingthecombined air starting and scavenging piston. The connecting rod 7 ofeach piston is connected bya crank 8 to the engine'sha-ft 9 inthe usualway, all

as illustrated in Fig. 2.

Each power cylinder 3 of the engineis provided with the usual exhaustports 9 for the spent gases, and with'intake ports 10, bothof whichports are arranged in the side walls of the engine cylinder, and arecovered and uncovered at proper intervals .byv the pistonhead 5. Eachscavenging -or pump cylinder 4 is provided with ports 14, which serve asthe exhaust ports for the starting air when the engine is started bycompressed air, and which also serve as the inlet ports for thescavenging air when the engine is running under fuel power, the saidports 14 being covered and uncovered at proper intervals by the pistonhead 6.

-By arranging the air inlet ports 10-and the exhaust ports 9 in thesidewalls of the power cylinders, whichjports are covered and uncovered'at the properintervals by cylinders in .the manner just stated, I amhaust valves and their operating mechanlsms suchas now usually employedin engincs of this type, and I thus-overcome eni.

means of the pistons working iiitheir power 79 able to dispense withseparate inlet and-excylinder heads .and thusputting the engine out ofcommission. Each power cylinder is also provided with an annular-1yarranged compressed air chamber 12, Figs. 2 and 3,

which has communication with a valve casing 13 within which'is mountedmy improvedv fluid actuated vvalve mechanism presently to be described,said air. chamber 12 having communication by means of-the' ports 10 withthe lower portion of the power cylinder 3, said ports being adapted to.be uncovered when the piston 5 isin-its lowermost position in order toadmit compressed air from the chamber 12 into the power cylinder forscavenging purposes. When the engine has two ormore cylinders, as in thepresent showing, I prefer to connect the air chambers 12 of two adjacentcylinders,

as by means of a manifold 12, Fig. 2,.wherein one end of such a manifoldis shown con-' nected directly to one'of the engine cylinders,.the'otherend being open for connection with an adjacent cylinder. The chamber 12has communication with one end of the pump cylinder 4: above the'piston6 by means of a passage 15, Fig. 3, which passage is controlled by afluid actuated alve mechanism in the valve box 13, this valve mechanismincluding a delivery valve 16 that operates automatically by thepressure of air behind it to admit a supply of scavenging air underpressure into the chamber 12 at each upstroke of thepiston G andimmediately closing to its seat as the piston begins to move on itsdownstroke, the scavenging air from the compressed a r chamber 12passing through the ports 10 into the power cylinder 3 as soon as'the'ports are uncovered by the piston head 5, thereby forcing the spentgases out of the cylinder through the exhaust ports 9 and thor oughlycleaning the cylinder and leaving therein a fresh charge of air to becompressed. This is the operation of the valve under normal workingconditions, as when the engine running under 1ts own power, but as willbe presently described the fluid stood, is common to two adjacentenginecylinders. Consequently as one of the working or power pistons ison the downstroke 15 v ton is compressing into the space 12, it will atthe same time that an adjacent step pisbe apparent that the airdelivered by the one step piston is used to scavenge the next oradjacent power cylinder and vice versa. 6

I will now describe my improved fluid actuated valve mechanism that isassociated with each of the engine cylinders, and which enables me toutilize'the scavenging pump as an air motoron its outward or downstrokeonly forinitiallystarting the engine by compressed air derived from somesuitable source of supply, such for instance as from an air compressor17 or suitably connected air bottle 17, the piston6 performing itsregular function of compressing air through valve 16, on its inward orup stroke even while air starting. As I have elected to show myimprovements associated with an engine of the reversible type this fluidactuated valve mechanism is in the present instance designed to deliverthe compressed air to the scavenging pumps of the proper cylinders inorder to drive the engine shaft either ahead or astern as desired,-depending upon the-direction of movement, of the controlling lever;

Referring more particularly to Figs. 1, 3, l,'and 5 it will be seen thatthere is a valve casing 13 attached to the side of each engine cylinder,and that there is a. delivery valve 16 in each'casing, the said valves16 each having an annular seating face-19 that cooperates with a seatformed in a bushin 26. the latter havin an. annular series of ports 2.that lead tothe passage 10, and

thus establish communication between the actuated valve mechanismoperates differ casing 13and the scavenging or starting.

pump cylinder 4. Beneath the valve 16 and also. located within the valvebox and connected to the valve 16 as by a stem 21, is a fluid-actuatedpiston valve 22, which for the purpose of this description I will terman intercepting valve, the upper rim of the piston valve 22 beingprovided with an annular-seating face 20 that cooperates with a valveseat 25 also formed in the bushing 26 as clearly shown in Fig. The lowerend of the piston valve 22 is exposed in a passage 23 where it may beactedupon by air pressure from the said source of supply chamber 12 whenthe engine is beingstarted under compressed air power or in other words,blocks exit of starting air from the scavenging cylinder l through thedelivery valve 16 and renders same inoperative, and

compel it to act upon the piston 6, as will be presently explained. Thevalye 16 is normally held to its seat 2i by means of a coiled spring 28,acting upon the top ofthe valve as more clearly shown in Fig. 5, whichshows the valve in its normal position.

From the foregoing it will be seen that the valve 16, as well as thepiston valve 22, is fluid actuated and'has two seating positions, andalso performs two functions, namely when operating under fuel power thevalve 16 is lifted from its seat under the impulse of the compressed airfrom the scavenging cylinder 6 sufficiently to admit the air compressedon the upstroke of the piston chamber 12, the valve lifting'at eachupstroke of the scavenging piston 6. The air cannot pass down into thepassage 23 owing to the piston valve 22. When the engine is pressed airis admitted intothe passage 23,

.where it can act upon the piston valve 22,

the seating face 20 is brought up tight against the seat 25 and closesthe passage leading to the compressed air chamber 12, but allows thecompressed air to pass beneath the piston valve 22, through the ports 27and passage 15 into the scavenging cylinder 4 above its piston to drivethe latter outward and thus rotate the crank shaft 9. This briefly isthe action of the intercepting valve 22 when the engine is being startedunder compressed air power. Thus the scavenging pumps of the variousengine cylinders may be employed initially ascompressed air motors forstarting the engine.

The compressed air in the chamber 12 remains in said chamber underpressure until in an engine ofthe reversible type, is provided with twocompressed air inlet pipes 29,30, leading respectively from conduits 29and 30 which conduits terminate in a; valve box" 31 Figs 1, 6 and 7presently to be described. The conduit 29 with its inlet through theports 27 into the compressed air 9 v the piston on its downstrokeuncovers the 115 a charge or supply of .,,pipes 29 leading to the valvecasings 13 ofthe various engine cylinders are for furnishing compressedair to start the engine run- .ning ahead and the conduit 30 -with itsinletipipes 30 which lead to the valve casings' 13 oftheengine cylindersfurnish starting air for running the engine astern,

-' it being understood that the two conduits with-their inlet pipes areemployed only in an engine of the reversible type. Each of the inlet,pipes 29 and 30 leads to avalve chamber 32 of which there: are two such7 chambers formed-in each valve casing 13,

. the chambers being located on oppositesides of the fluid actuatedintercepting valve, as

more clearly shown in Figs. 1 and 5, and" each chambercommunicates by;means of ports33 with the cross passage 23', the 'latj ter opening atits opposite ends through the seating upon the seat 34. Each valve 35alve stems 36 are lifted under the infill-- ports 83 into the chambers\Vithin each valve chamber 32 aretwo opposed valve spats 34 and 3%? withwhich cooperate a. cid'uble seating controller valve 35 having a seatingrim 35 to cooperate with'the seat 3-1, the lower rim of the valve 35normally is' mounted upon a vertically moving valve stem. 36,,workingfreely in a bushing 37, and each valve stem 36 carries a roller 38 atits upper end, as more clearly shown in Fig. 5, the said ,rollers beingnormally out of the path of movement of, but arranged to be brought intoposition to be engaged.

by one or the other of the two cams 39 on the cam shaft 40 of theengine-when the ence of starting air passing through either" of theconduits29 or 30' and their pipe connections 29, 30 with the chambers.in which the valves 35 are located. One of the cams 39 which I willterm the go ahead cam is so set relatively tothe cranks 8 of the engineshaft 9 to run the engine ahead and the other of said cams which I willterm the go astern cam-is set properly, relatively to the firstindicated cam and its crank for running the engine astern as willpresently appear. It will be understood that in a reversible enginethere is one go ahead and one go astern cam associated with each enginecyhnder and likewise there is one go valve casings l3 and which I will'term the go ahead set, are employed'to admit compressed an successivelyto the passages 23and from thenceto the when it is-desired to drive. theengine in one direction, as forsinstance' ahead when starting underair'pressure, and'the other valves-35 located on theopposite side of theintercepting valvesin' the several valve casings and which I' will term.the go astern set, are-employed for a similar purpuinp cylinders 65. l

pose when it is desired to drive the engine" astern. All the valves ofone or. the

in the opposite direction, as for instance other of the twobeforementionedsets of valves will be raised from their lower seats 34toward their upper seats 8% by the impact of'the' compressed air passingthrough the conduit-29*' or the conduit 30 depending upon the positionof the manual con-' itrol lever, which will now be described, it

being understood, that when' the-valves of one set are being liftedthose of the other set will be held to their seats by their own weigpitand the pressure of air above them to prevent the air; from oneof thesazf conduits as 29 from passing across to the other conduit as 30, orvice versa. lVhile' all'the valves of oneor the otherof the 34, towardtheir-upper seats 34* by the pressure of the starting air behind'them,one of the valves of the set so lifted will be prevented from reachingits seat in the manner and for the purpose presently to be described. II

The manual control lever which is more clearly illustrated in Figs. 4,6, and 7, comprises anarm 41 mounted upon a shaft 42, the said armhaving a handle member 43 two sets are lifted from their lower seats vand a locking dog4-L, which dog is adapted to take into one or the otherof a series of nothes 45 formed in the periphery of'thedial plate 46,said. notches indicating the positionto .whidh' the control lever shouldbe moved to first delivercompressed air to the scavenger or stepcylinders and thereafter deliver fuel oil to the powercylinders, theamount of fuel oil delivered depending upon theposition of the lever. Bymoving the lever in one direction, 'as for instance to the right, theengine will be driven ahead, and bymoving the lever to the left theengine will" be d-riven-astern. i

As before indicatedthe compressed air conduits 29 and 30 lead-from avalve box 31 mounted directly above the shaft 42 of the control lever,said valve box being di-- vided by suitably arranged partitions into-thr(-e chambers, two of which 29 and 30 communicate with the conduits29 and 30*- respectively and the other of which 47-, is-

common to the conduits 29 and 30*, ai1'd has communicatlon therewlththrough valve controlledopenings 48. Compressed air is admitted to thechamber 4 7 throughandnlet '49 leading from some suitable compressedassociated go ahead cam 39, will be out ofair source, such for instanceas the air compressor 17 associated with the engine or from the airbottle 17 1 v Associated with each. of the openings 48 in the valve box31 is a cut-off valve 50 each mounted upon a stem 51, said stems eachcarrying 'aI-Qroller 52 at its lower end and the stems zmoving freelv inbushings 53. The valvesfiO are normally held to their seats by coiledsprings 54, said springs also serving to force the rollers 52 into thepath of rotation of-the cams 55 mounted upon the shaft 42, thearrangement being such that when the control lever is moved forinstanceto the right, a distance'sufficient to bring the locking dog 44 intoengagement with the first notch 45 on the dial, one of the earns 55 willlift the valve to'admit a supply of compressed air to the conduit 29?,which compressed air will immediately act upon the set of go aheadvalves 35 that' overlie the pipes 29, in the two .valve casings 13, andmove the seating faces 35 of the several valvesofl their seats 34. In atwo cylinder engine such as herein shown, one of the set-of go aheadvalveswill be able to close to its seat 34 because the tooth of itscontact with the roller 38, of its stem 86, on

which the-valve is mounted. The other g0 ahead valve 35 that isassociated with the adjacent engine cylinder will, however, be.

held open on account of the roller 38, on

its stem 36, engaging the tooth onthectherinto the cylinder 4 where itwill act upon the piston head 6 forcing it downward or out" ward todrive the engine shaft ahead. im mediately the tooth of the go ahead cam39, that has been held open moves sutiiciently to allow the rim 3 5 ofsaid valve to close to its seat 34*,under the influencev of the start-.ing air behind it, entrance to passage 23, of

this valve mechanism will be shut off, but the'intercepting valve 22,will remain on its seat 25, until the compressed air in the associatedcylinder 4, exhausts out through ports 14. whereupon the valve 22 willimme diatelv fall to its normal position making it possible for thepiston 6 to discharge its regular charge of scavenging air through valve16, or he return stroke of said piston, ,hamhcr 12. s aciiontakes placevalves of continues main in its first notch or compressed air startingposition, and until the engine gains sufiicient momentum, when the leveris moved to the next notch position, whereupon dial, which is thecompressed air starting,

position, to the second not ch position, which is the first fuel supplyposition, the cam will move past the roller 52' of the valve stem 51,which will allow the valve 50 to move to its seat,thus cutting oif thecompressed air supply, and immediately the compressed 'air supply is outoff the intercepting valves 22 with their delivery valves 16 will assumetheir normal position 'which 1n the case of valve 22 is to opencommunicationbetween the passages 15 and valves .16,"but itlwill beunderstood that said valves 16, will then lift successively duringeachcompression stroke of the pistons to deliver scavenging air from thescavenging cylinders through the passages 15 into the compressed airchambers 12, and from thence into the power cylinders when the portslOare-uncovered by the pistons a According to my inventiomowhen initiallystarting the engine under compressed air power, there will be nodeliveryof fuel-oil to the power cylinders through their atomizers, as the firstor initial movement of the control lever'is what mightvbe termed an idlemovement, so far as the delivery of fueloil to the power cylinders andthe opening of the atomizer-valves is concerned, as will hereinaftermore fully appear.

I By'moving the control lever in the opposite direction or to the left,as viewed in F i g.

1, the same operation will take place as that just described, exceptthat the engine will in this case be driven astern instead of ahead.When the control lever is moved in one direction, as to the right thecompressed air supply as heretofore indicated.

passes through conduit 29, pipes 29 leading.

to one set of go ahead valves 35, and

from thence under the intercepting valves 22 into tie cylinders 4successively above their pistons 6 to drive the engine ahead and whenthe control lever is mo ed in the opposite direction, as to the left,the compressed air passes through the conduit 36?, pipes 30, to lift'theother set or go astern valves 35, andfrorn thence successively under thefluid actuated intercepting valves 22 which are lifted as before, intothe engine cylinders 4 above their pistons 6 .to

drive the engine astern. It. will be understood of course. that each ofthe conduits 29 and 30 deliver compressed air to mean by reason of themanifold connection 12,

the air rushing from the said chamber 12 which will be delivered-throughthe mani fold over into the pow-er cylinder the piston in which ismoving outward or is on the downstroke, immediately thepiston uncoversthe ports 10. Hence it will be seen that the air delivered by the onestep piston is used to scavenge the next or adjacent power cylinder andvice versa.

Movement of the control lever to the first fuel-feed position gives onlya relatively small charge of fuel oil, whilefurther advanced positionsof said lever give propor tionately greater charges, it being understoodthat the position of the controllever a I ployed to eflect properoperation of the determines the quantity of fuel-oil fed to theatomizers until such time as the governor shall take control of theamount of fuel oil supplied the said lever having an operativeconnection with the variably operated fuel pumps.

As will be seen by referring to the drawings there are, in a twocylinder engine of the reversing type, two supplementary valves 35,.andactuating cams associated with each fluid actuated intercepting valve,and there are also two sets of-atomizer actuating mech'anisms associatedwith each atomizer valve 57. One train of mechanism is employed to runthe engine ahead and the other train to run asternf it being understoodthat when one train is in operation the other train is idle.

The operation of reversing the engine for running astern is accomplishedby moving the control lever to the left or in a direction opposite tothat when running Y ahead, the various parts operating as beforedescribed.

The fuel oil enters the head of each powe cvlinder through an atomizer56, as more" clearly shown in Fig. 8, the delivery of the fuel oil beingcontrolled by a valve 57 that V is lifted upward from its seat by one orthe other of two levers 58 pivoted at 59 to a bracket 60 mounted uponthe head of the engine cvlinder, as willbe hereafter more fullydescribed, the; said valve being returned tp its seat by the springshown.

Tlr fuel oil is fed to the power cvlinders of tl engine by a novelconstruction and arrangement of pumping apparatus, there be ng one pumpfor supplying fuel Oll to-length or stroke of these pluiiicrs; and Inately by a common ope;

each cylinder. In the present instance. I have showna pair of pumpsoperated alterting element, it

being understood, of course, that the number of pumps employedis'dependent upon the number of cylinders going to make up the engine.

In the instance shown, and as more clearly illustrated in Figs. 12- and13, each pump comprises a vertically arranged cylinder 61 in which'isreciprocallymounted a plunger 62, the latter being normally held inretracted position'by means of a coiled spring 63 coiled about the lowerend of a stem extension 6 1 of the plunger-,said extension passingthrough a guide 65 between,

the end of which and a nut 66 carried by the stem-extension the saidcoiled spring is mounted, the nut 66 serving to adjust the tension ofthe spring. The pump cylinder i3!v is provided at its upper end with anintake pipe 67 leading from the fuel oil supply .tank 68, as moreclearly shown in Figs. l and& and the oil is delivered to the enginecylinder or cylinders through the delivery pipe 69 leading from eachpump cylinder 61, suitable check valves being empmnps; as more clearlyshown in Fig. 12.

For conveniencethe intake pipe 67 is connected at its opposite endsrespectively to two of the pump cylinders as shown, and the oil. feedpipe leading from the oil tank 68 is connected to the pipe (37 by meansof a T- coupling '70. The stem' of each of the extensions 62 is providedwith a yoke 71 as more clearly shown in Figs. 8, 12 and 13, throughwhich yoke passes one arm 72 of a bell crank lever 73, the longer arm74: of

which bell crank lever is designed to be acted upon by a rotary cam 75mounted upon a shaftTG driven from a shaft 77, the

latter being driven from the main shaft 9 2f the engine, as more clearlyshown in .ig. 1. r

As before indicated I have, in the present instance, shown two pumps,and I have provided a separate and distinct actuator for operating theplunger of each pump, the said actuators being duplicates of oneanother, and so arranged that the cam 75 will alternately engage thesame to alternately actuate the pump plungers 62. As will be seen byreferring to Fig. 8, the two bell crank actuators 73 are arrangedopposite each other, the arms 74 being located in parallelism and onopposite sides of the cam shaft ,76 so as to be alternately engaged bythe cam 75 carried by said shaft. It will be perfectly apparent-that theamount of oil delivered to each of the engine cylinders will depend uponthe length of stroke of the oil'i'ecd pump plungers 62, and I haveprovided novel means for varying the have also provided a lost-motionconnection between the pumping means and the manual main idle until themanual control'lever has been moved to the proper position, the initialmovement of .the control lever having -vno efiect on the operation.ofzthe oil feed pun1ps,-this initial movement of the control leverserving merely to adm tcompressed air to the combined scavenging andcompressed air starting motors as heretofore explained.

Each of the bell crank levers 73 is mounted to swing on a fulcrum pin 78carried byv a laterally'shiftable slide plate 79, the-said slide platesbeing free to slide in dovetailed guides 80. The movement of theseslides with their fulcrum pins and bell crank levers is efi'ectedthroughthe medium of two worm spindles'Sl and 82, each spindle carrying apairof right and left hand worm-s 83 and 84, respectively, each of whichpair of worms is in mesh'or gear with a worm sector 85. The sectorsrevolving on the pins which carry the bell crank levers 73, so that.whatever movement is imparted to the sectors will likewise be impartedto .the bell crank levers so as to move their lower vends 74 toward andfrom each other ortoward and from the cam 75 on the shaft 76, the wormsectors being arranged torevolve on their fulcrum pins 78 and rollaspinions on a rack depending upon which of the worm spindles 81'or 82is stationary, thereby. causing the fulcrum pins 78 with their bellcranks 73 to move away from each other or closer together according tothe direction of revolution of the worm spindle 81- or 82, and therebyincrease or diminish the stroke of the" fuel pump plungers 62, which aredriven through an oscillatingtumbier block connection 86 sliding on theshorter arms72 of the bell crank levers and the yokesTtof the pumpplungers.

i- "The worm spindle 81 may be rotated to effect movement of the bellcrank lever 73,

' by-m'e'ans of a connection with the engine; governor 87, see F igs. 1and 4, this beingw accomplished by providingvthespindle 81 with .apinion 88 that is in mesh with a rack 89 carried by a vertically movingrod 90,

connected at its upper end to a lever- 91 and ivoted at its rear end 92to a suitable racket, said lever 91 having a suitable connection withthe governor 87 so as to move up or down depending upon the speed of thelevers closer together or farther apart 6.6-.

pending upon the position of the manual control lever, so that thegreater themove- I ment given to this lever the nearer together .thearms 74 of the-bell crank levers will be brought and the greater thesupply of oil pumped to the engine cylinders. This connection betweenthe manual control le ver and the bell crank levers consists of a crankarm 93 carried by the end of the shaft 42 upon which the control lever41 is mounted, said crank arm 93 having a link connection 94 with a bellcrank lever 95, to the longer arm of whichis pivoted a rack 96 thatmeshes with a pinion 97 fixed to one end of ment with the second notchin the dial plate 46 the worm spindle 82. through its rack and pinionconnections 96 and 9?,bell crank and link and crank connections 94 and93 with the shaft 42 of the control lever, will bring the arms 74 oflthebell crank levers close together to be engaged and to be operated by thecam 75 on the shaft 76, the'distance between the arms 74 of the' bellcrank! levels 73 varying, depending upon the amount of movement giventhe control lever 41,. it being understood, of course, that the dial 46about which the control lever moves has several fuel'feedingpositions toany one of which the control lever may be moved and locked, and eachposition representing a different supply, as'for instance initial fuelfeed, half fuel feed, and full fuel feed, these positions beingduplicated on opposite sides of the dial so that the con,- trol'levermay be set to proper position for 9 running the engine ahead or aster-n.

The crank 93 is provided with a bushing '98, see Figs. 9, l0 and 11, atthe point Where it is mounted uponvthe control lever shaft 42, saidbushing having a substantially semicircular cut out portion partiallysurround ing the said shaft and terminating at its ends in two shouldersor abutments 99 with either one orthe other of which engages a key 100carried by the shaft 42 so that during the initial movement of thecontrol lever in either direction, that is to say to the right or to theleft, no movement will be imparted to the crank arm 93, and itsassociated mechanism, leading to the fuel feed pumps. By' this means Iam able ,to move the control lever to the first notch position in orderto initially start the engine by compressed air power,'without feedingfuel oil to the engine cylinders or opening the atomizer. Immediately,however, the control lever is moved past the hrst notch position the keyl l) will. engage one or the other of the shoulders E19. depemling uponthe direction of movement of the control lever and the crank arm 5 willthen begin to turn with the control lever shaft -12 to move the bellcrank levers T3 in position for engagement with their actuating cam T5,being understood that when in normal position. or in the idle positionof the parts, the levers will be so widely separated that the cam F5.cannot engage the arm T l.

if it desired to alter the position of the bell crank levers 73 withoutchanging the position of the manual control lever, this may be etl'eetedby means of the hand wheel 101 mounted upon the end of the worm spindleas more clearly shown in Fig. 8. In effecting this adjustment the rack00 is first lifted out of engagement with the pinion 97, the hand wheelthen being turned to etfect proper adjustment of the bell crank levers'73 relative to the actuating cam 75 and the rack then again droppedinto engagement with its pinion. Tlhis means for adjusting the positionof the bell crank levers independently of the manual control lever willbe found to be of advantage in case of leakages of oil in the pumppacking or glands, or in the event of a heavier grade of oil being used,such as will require a greater stroke of the oil feed plunger-s.

In addition to the engine driven-cam '75 for operating the oil feed,pumps, 1 have provided a manually operable cam for operating the pumpsthrough the arms 71 of the bell crank levers 73, this manually operablecam being employed to fill up the oil pipes leading from the fuel feedpumps to the atomizcrs before starting the engine, in case these pipesshould have become emptied or else through loss of pressure caused byleakage while the enginehas been standing idle for any considerabletune. This hand operated means referred to consists of a canr 102-1nounted upon a shaft 103 located below the shaft 70, and which shaft103 carries a crank arm 101 upon the lower end of which is mounted ahandle 105, all as more clearly shown in Fig As will be apparent,rotation of the shaft 103 will cause its cam 102 to alternately engagethe arms 71 of the bell crank lever '73 in order to actuate the pumpplungers. and thus feed oil through the system of pipes to the atomizer50.

As before indicated the charges of fuel oil are admitted to the workingcylinders of the engine through an atomizer 50, the fuel ,oil beingadmitted under air pressure in the usual way upon the lifting of thevalve 57. said valves being lifted at regular intervals through themedium of the levers 58, there being in the case of a reversible enginetwo such levers associated with the stem of each of fuel oil into theenginecylinders.

of the valves the two referred i to lift its set for runand the other ofsaid leve' employed when he control lever is set for running the engineastern." The operating mechanism for these levers which will now be dHill/till, is so arranged that one or the other will be automaticallvsetin position for ope ation by the movement of the manual controllever.

livotallv connected to the free end of each of the atomizer valve levers55. is a depending rod carry a roller 10? at its lower end, such rollerbeing adapted to move back-and forth over the fzice of a lever 10'0'vfulcrumed at 109, said lever carrving a roller 110 at its free end thatcooperrites with a cam 1 11 awarded on the cam shaft 10,,the said cam111 acting to lift the lover 108 at regular intervals. and through thedescribed connections with the lever ob lift the valve 57 of theatomizer to admit a charge The roller 110 that is carried by the lever108 is jaeldingly held in contact with its cam 111 by means of a coiledspring 112 Fig. 3 that bears against a too 113 formed integral with thelever In the normal or inoperative "position of the parts the roller 10?of the its roller 10? is moved outward over the face of the lever 108,toward the end thereof. it will be apparentthat the movement of thelever 10S imparted thereto by the cam 111 will be imparted to the rod106, and the valve of the atomizer lifted to a degree depending upon thedistance the roller 10? is moved outward over the face of the lever 108,The roller 107 is normally held in yieldmg contact with the face of thelever 108 by means of a coiled spring 11 t, one end of which isconnected to the lever 58 at 115 and its other end being provided with athreadcd stem 116, which passes through an opening in a bracket 11?, thestem being provided with a thumb not 118, by which the tension of thespring may be adjusted at will.

As before indicated there are in a. reversible engine two levers 58associated with each of the atomizer valvesST, and there 'set beingprovided for operation in running the engine ahead and the other set foroperation in running the engine aster-n.

' ing lever 108, the other of the rods 106 will remain in inoperative oridle position.

The cam shaft 40 is driven from the main u shaft 9 of the engine throughthe vertical shaft 77 heretofore referred to, suitable connectinggearing 119 and 120 being employed between the opposite endsrespectively of the shaft 77, and the engine shaft 9, and cam shaft 40,all as more clearly shown in Fig. 1. I

In order to set one or the other of the roller ends of the connectingrods 106 in cofiperative relation with its actuating lever 108 by meansof the manual control lever, I provide the following connections all asmore clearly shown in Figs. 1, 1 1 and 15. Journaled in a suitablebracket situated at a point between the opposite ends of the connectingrods 106,- isa shaft 121 having two crank arms 122=-and 123,respectively, the arm 122 beingjslidably connected at121 to the rod 106,and the crank arm 123 being pivotally connected 'to -a link 125, whichlink is pivoted at 126 to a verticallyrecip rocating slide 127 moreclearly shown in Figs. 1 and 4, said slide being normally urged upwardby means of the coiled spring 128, one end of which is attached to theengine frame, and the other end of which is provided with a threadedstem'129 which passes through an opening in'a lug 130. car-r ried by theslide 127, the said stem being provided with a thumb nut 131, by whichthe tension of the spring may be adjusted.

.As more clearly shown in Fig. 14: there are in an engine of thereversible type two sets of the mechanisms just described, these beingarranged on opposite sides of the two levers 108 and one setcoiiperating with each of the connecting rods 106. Between the lowerends of the two slides 127 is located a T-shaped lever 132 pivoted .atl33, said lever having at its upper end a pair of-oppositely extendingarms 134,. each of which normally rests upon a pin or roller 135 carriedby each ofthe slides 127 so that if the 'T-shaped lever 132 is moved inone direc-r tion, as for instance to the right, the arm 134 will act onthe pin or roller 135 on a one of the slides 127, and move the samedownward, whichvin turn will, through its connections with the cranklever 121, move one of the connecting rods 106 outward in position to beactuated by its operating 'cam lll to lift the valve 57 of the atomizerand thus admit a charge of fuel oil into the engine cylinder, the beforementioned spring '128 returning the slides 127 to nor"- malposition onbringing the control lever to stop position on the dial. other hand theT-shaped lever 132 is moved in the opposite direction, as for instanceto the left, the slide v127 on the right side of If on the the T"-shapedlever will be moved downward to operate the other of the connecting rods106 to set the same in position for operation. The lower end of theT-shaped lever 132 is pivotally connected to a slide bar 136, we saidslide bar being connected at one end to a crank arm 137 carried by theshaft 12 of the control lever, the said arm 137 having the same lostmotion connection with the shaft 4-2 as that of the crank 93, aspreviously described, so that the atomizers are not opened when startingthe engine under compressed air.

It should be understood that there are as 'many T-shaped levers 132 asthere are en- 30 gine cylinders, and that the slide bar 136 is connectedto each of the said levers, so that a movement of the manual controllever in one direction or the other will effect a corresponding movementof all the T- 5 shaped levers 132, and it will also be understood thatif .the manual control lever is moved in one direction, as for instanceto the right to, set the engine for running ahead the properconnecting'rods 106 will also he set for this operation, and if themanual control lever be moved in the oppositedirection, as for instanceto the left, the corresponding parts will be set for runningthe engineastern 5 From the foregoing description taken in connection with theaccompanying draw ings, it will be seen that I have provided a simplearrangement whereby the fuel feed pumps and the atomizer valve arecoop-3 eratively connected to a single manual control lever, the variouspartsbeingso'organized and arranged that they may be set by the manualcontrol lever for running the engine either aheac or astern the saidmanual control lever beingalso arranged to controlthe initialstartingof, the engine under compressed air power, during which initial.operation no fuel oil will be delivered to the engine cylinders. v

While I have herein shown-and described a preferred-embodiment of myinvention,

I do not wish to be understood as limiting myself to the precisedetailsshown and described, except as I- may be limited by the 115 appendedclaims. I also wish it understood that certain features of the inventionherein shown and described may be employed in other combinations thanthose herein shown. I Q I do not claim in the present application thefuel oil pumping mechanism per 86, except as the sa-meor an equivalentmechanism may be employed. in cooperative association withother parts,the said pumping mechanism per se being claimed inmy-sep-j 12 5 arateco-pending application, Serial Number 768,484, filed 19, 1913; nor. do Iclaim per se in the present application, eX-

cept in combination with other correlated parts, the atomizervalve'controlling and

